A wish list for the next generation of single-level intercity coaches

25 new baggage cars delivered to Amtrak in November are currently undergoing testing in hopes of being added to passenger train consists in place of 50-plus-year-old Heritage baggage cars this year. Soon, new sleepers, diners and bag-dorm cars should be delivered and put into service. This will hopefully result in more sleeper capacity on Eastern long-distance trains, thereby lowering accommodation charges to more closely match those of Superliner-equipped trains on a per-mile basis. But once those deliveries are complete, no concrete plans have been announced to continue the much-needed refreshing and expansion of the medium- and long-distance train fleet.

The obvious next step is to augment and replace the Amfleet coach fleet, the oldest of which are around 40 years old. These Budd-built cars are very durable and have served passengers quite reliably for four decades. But in terms of passenger comfort and pleasure, Amfleets leave a lot to be desired. And while the new sleepers and diners have only made slight modifications to the pre-existing Viewliner design, the next single-level coach order presents an opportunity to make major changes to make a lengthy trip in coach an even more pleasurable experience. 

Virtually every other type of single-level intercity passenger coach currently operating in North America, with the possible exception of the Horizon fleet, offers a more pleasurable experience than Amfleet. This includes Talgos, North Carolina’s restored heritage coaches, and the three types of coach that VIA Rail Canada operates: Bombardier’s LRC, the British-built Renaissance fleet, and the 50-plus-year-old stainless-steel Budd fleet (including Budd Rail Diesel Cars), which is kept in great shape. Here are a few ways that the next generation of American single-level intercity coaches could borrow from and improve upon these:

Bigger, better-matched windows: One of my pet peeves as a frequent Amfleet rider, which I experienced traveling home to DC from North Carolina on the Crescent yesterday,  is being assigned a window seat that is mismatched to the window — that is aligned with a partition between windows or, even worse, is in the first row of seats with no window at all. This could be partially alleviated if Amtrak could operate all Amfleet II coaches with the restrooms forward (in the direction of the travel), as the seats better align with the windows when they are facing towards the restrooms. Ensuring such an alignment may be operationally difficult, but it may result in fewer customer complaints. 

However, the streamliner-era Budd coaches, as well as Talgos and LRCs, all have either less space between windows or are laid out so that each seat matches up with its own full-size windows. And they all have higher windows, generally with no partition in the center, allowing for less obstructed viewing. The next generation single-level coach should have windows at least as big as streamliner Budd coaches, if not as big as Talgos and LRCs, that match up well with seats. And perhaps some coaches on more scenic routs should have wrap-around windows like those of Colorado Railcar’s Panorama fleet — the biggest challenge with these being building in enough luggage storage to make up for the lack of overhead luggage racks. 

Better seats: Most of VIA Rail Canada’s coaches feature seats where the cushion moves forward while the back reclines, making for a more comfortable reclining posture. They also boast more comfortable cushions and curved headrests, making it easier to sleep in the seat without a pillow. Designers of the next-generation American coach should consult with experts in ergonomics and industrial design, as I am sure that there have been a host of innovations in chair design that have yet to be incorporated onto passenger trains. Car designs featuring lie-flat seats and 2-and-1 seating should also be considered, as I discussed here five weeks ago.

State-of-the-art heating & air conditioning systems: Another of my gripes with Amfleet is that it is difficult to regulate the interior temperature. The heat or air conditioning is either on or off — there is no way to adjust a thermostat. The HVAC systems on the next-generation coach should be more adjustable. Ideally, the temperature of each seat or section of seats would be customizable, as it is in most modern automobiles. Heated seat cushions could also be used, as could airline-style overhead blowers for cooling. These HVAC systems should also be state-of-the-art in terms of energy efficiency, reducing the need for head-end power. 

More customizable lighting: While most of the lights in coaches are dimmed between 10 PM and 7 AM on overnight trains, on other trains, the copious overhead lighting can make it difficult to relax and to see out the window when it is dark outside. One of the great pleasures of having a sleeping compartment is being able to turn off the lights, block out the light from the hallway, and contemplate the landscape at dawn and dusk or by moonlight. While a certain amount of lighting is necessary for safety reasons, passengers ought to be able to control the amount of overhead lighting around their seats. Perhaps the fluorescent light strips along the outer edges of the overhead luggage racks should be eliminated, with passengers who need extra light at their seats able to turn the overhead light on. And all lighting in the next-generation coaches should be LED, the gold standard for energy efficiency which also allows for varying degrees of brightness.

Nicer restrooms: A train restroom should feel as much like a stationary restroom as possible, and less metallic and industrial. The restrooms installed in Superliners during their latest capstone refurbishment at Beech Grove come close, with nicer sinks and suction-flush toilets, but there is room for further improvement.

Tilting technology?: Benjamin Turon, a reader and frequent commenter on this blog, asked me why more states aren’t going for Talgo equipment, as its passive tilting technology allows curves to be taken faster and thereby helps cut travel time without any extra modification to the track. The problem is, the time savings achieved through tilting technology alone are not great (perhaps 20 minutes are saved off of a three-hour trip), and the cost of achieving those savings is significant. Talgo trains require specialized maintenance facilities and personnel which would have to be installed for each service using Talgo equipment, and the maintenance on the system itself is costly. However, it is worth exploring ways to cost-effectively incorporate some form of tilting technology, or other improvements to the trucks and carbodies that would improve ride quality, in the next generation of single-level intercity coaches.